Depth mechanism for automobile torpedoes



2 Sheets-Sh t 1 By Attorneys,

INVENTOR W. DIETER Filed Feb. 9

DEPTH MECHANISM FOR AUTOMOBILE TORPEDOES Jul 8 1924.

man, mmwm Jul 8 1924. 1.500,!14

W. DIETER DEPTH MECHANISM FOR AUTOMOBILE TORPBDOBS Filed Feb. 9, 1924 2 Sheets-Sheet 2 mew 8 INVENTOR I WWW,-

By Attorneys, 6' gm Patented July 8, 1924.

UNITED STATES 1,500,114 PATENT OFFICE.

WILLIAM DIETER, OF NEWARK, NEW JERSEY, ASSIGNOR TO E. W. BLISS COMPANY, OF BROOKLYN, NEW YORK, A CORPORATION OF WEST VIRGINIA.

DEPTH MECHANISM FOR AUTOMOBILE TORPEDOES.

Application filed February 9, 1924. Serial No. 691,721.-

T all whom it may concern:

Be it known that I, IVILLIAM Dmrnu, a citizen of the United States of America, residing in Newark, in the county of Essex and Stateof New Jersey, have invented certain new and useful Improvements in Depth Mechanism for Automobile Torpedoes, of which the following is a specification.

This invention provides an improvement inautomobile torpedoes relating to that part of the depth gear or immersion mechanism known as the hydrostat, its object being to avoid the tendency of a torpedo to run below the set depth as its course continues, such tendency being due to the increased temperature generated within the torpedo.

The depth mechanism comprises a depth steering engine controlling the horizontal rudders, and means for controlling such engine, including-a hydrostat and pendulum which coact through intervening mechanism to operate the valve of such steering engine. The hydrostat consists of a diaphragm (or its equivalent) receiving on one side (its exterior'side) the hydrostatic pressure corresponding to the depth of immersion, and on its other side (its side toward the interior) the pressure of a spring or springs, the stress of which is adjustable to balance the hydrostatic pressure at any given or set depth. The hydrostat spring is enclosed within a spring chamber which is necessarily in open communication with the interior surface of the diaphragm. Since the introduction of the socalled superheater for heating the air in its flow from the air flask or reservoir to the engine or motor, the heat generated thereby within the torpedo has impaired the operation of the depth mechanism by expanding the air enclosed in the spring chamber, so that the pressure of this air is added to the spring pressure, and as this efifect increases during the run of the torpedo until a maximum temperature is attained, the result is to cause the torpedo to descend gradually below its set or intended depth. Thus, for example, a torpedo set to run at an immersion of ten feet, in starting its run at that depth, may gradually descend to a depth of 12, 13, or M feet, or even more; and this excessive immersion may in some cases render the torpedo inefiective by causing it to pass beneath its intended target.

For remedying this defect the only means heretofore provided, so far as I amaware, is

that set forth in my Patent No. 1,148,155, dated July 27, 1915; wherein the spring chamber is water-jacketed and a current of cold water is circulated through the jacket so as to take up the heat and carry it oif. This, however, is not a complete remedy, since the water jacket cannot intercept all of the heat, and it is impracticable to completely jacket the spring chamber.

The present invention provides another means for overcoming the detrimental effects upon the hydrostat of the heat generated within'the torpedo. According to this invention I provide means for compensating, during the run of the torpedo, for the variation in pressure against the diaphragm due to the heating of the air within the-spring chamber of the hydrostat. 'In this way the effect of the heating of the air can be neutralized almost completely, that is, with 'a high degree of accuracy. 1

The accompanying drawings show two suitable ways of carrying this invention into effect. r

Figure 1 is a vertical longitudinal midsection of a portion of the torpedo, illustrat ing its mechanism somewhat schematically, so as to enable the relations of the mechanisms to be seen.

Fig. 2 is a fragment of Fig. 1 on a larger scale.

Fig. 3 shows a slight modification of Fig. 2.

Another construction is shown in Fig. 4, which is a general view of the same character as Fig. 1.

Fig. 5 is an enlargement of Fig. 4., showing the mechanism more in detail.

Referring particularly to Fig. 1, the torpedo shell or hull is shown at A, the air flask at B, and the propelling turbine, or other engine or motor, at C. The compressed air from B passes through a starting valve a by a conduit 6 to a. pressure-reducing valve 0, thence by conduit (1 to the superheater e, and thence by conduit 7 to the engine or motor. The particular construction and arrangement of turbine or other motor, and the way in which it communicates motion through a shaft or shafts to the respective screw propellers (not shown), is immaterial to the present invention and is not illustrated. The pendulum D, hydrostat F, and depth engine G, are shown in Fig. 1' in ele-' vation and without regard to detail, their constructiongr beingwell understood -as: ap;

plied, for example, to the "Bliss-Leavitt torpedo used in the United States Navy.

Referring to-Jiig. 2, the hydrostat F comprises the usual diaphragm H exposed in a chamber I which is open to exterior hydrostatic pressure through an opening I or otherwise, so that on its lower or exterior surface the diaphragm receives a hydrostatic pressure depending upon the depth of immersion. The upper side of the diaphragm receives the pressure or stress of a spring (or twin springs) J communicated through a diskJ. The spring J is enclosed within a spring chamber K, which requires to be closed because it is located within the afterbody of the torpedo, through which themore or less heated products of combustion from the turbine or other engine flow, during the run, toward the tail section. The spring J reacts at its upper end against a screw abutment or other suitable means for adjusting its stress, whereby the depth at which the torpedo is to be run may be set before launching. Y

The general construction of the entire depth mechanism, including the connecting mechanism between thehydrostat and pendulum,'is fully set forth in U. S. patent to FQM. L'eavitt, No.'1,'080,116, dated December 2, 1913, and a later construction isillustrated in the patent to W. Dieter, No. 1,190,- 871, dated July 11, '1916. These patents may be referred to for a full disclosure of suitable means whereby the hydrostat may be connected to operate the valve of the depth engineG. So far as is shown, this connection includes a lever g pivoted at h and connected to the center of the diaphragm at 2', and at its free end j engaging a verticallymovable rod is, the upper end of which acts through a curved link Z upon an elbow lever m which through other levers and links (not shown) communicates motion to the valve stem 39 which controls the depth engine G. p v

According to the presentinvention a compensating means isprovided which is most conveniently applied exteriorly to the spring chamber K, and the action of which is to compensate'for the pressure against the diaphragm due to the heating and expanding of theair confined in the chamber K. It is necessary that this compensating means, the effect ofwhich at the beginning of the run is substantially nil, shall increase its effect as the run-proceeds in a manner closely approximating in proportion the efiect exerted by 'the expanding air in consequence of its heating during the run. The preferred and most practical way known to me for carrying the invention into effect is that illustrated, where a counteracting spring L is providedy'which mayact at any point between the diaphragm and the ultimate communication of movement therefrom to the linkage which actuatesthe depth valve stem.

As shown, the upright rod is is formed (for convenience) with a lateral arm is to which, through a link 9, is connected one end of the spring L, its other end being connected by a link 9 with a variable controlling device M, the function of which is to vary progressively during the run of the torpedo the stress of the spring L. Thus connected, the spring L is a counter-stress spring, the pull of which acts against the stress of the compression spring J and against the pressure generated by the air compressed within the chamber K. In starting, the spring L exerts its minimum counter-stress, but as the run proceeds, the device M exerts an upward pull upon the spring L, stretching it more and more and thereby increasing its counter-stress in such proportion as to compensate more or less closely for the effect upon the diaphragm -of the expanding air in the spring chamber.

In theconstruction shown in Fig. 2 the compensating control device M is actuated by compressed air at flask pressure. The deviceconsists of a bod or casing r with in which may slide a to s which passes out through astufling box If, and at its upper end enters achamber u, where its head receives the upward pressure of a spring 12. The chamber u is connected by a tube '11: wit-h the compressed air conduit 1). The effect is that when the starting valve in is opened, air at substantially full air flask pressure passes through tube '10 into the chamber to, and, acting upon the area of the rod 8, forces it down until stopped by a shoulder formed by the lower end of a sleeve striking the bottom of the chamber it. In this operation the stress of the spring L is relaxed to the minimum. Accordingly. as the torpedo is launched, the depth mechanism acts normally to sink it to the depth for which it is set (for example, ten feet), and the torpedo will steer at this depth, ex-

cept for two forces thereafter coming into play. One of these is the effect of the heat imparted from the propulsive means to the walls of the spring chamber, and hence to the confined air therein, so that its expansion presses downwardly on the diaphragm, as already stated, and tends to cause the torpedo to dive to a greater depth. The other force is that due to the gradual expenditure of the compressed air originally stored in the air flask. so that the pressure of this air gradually falls: consequently. the pressure in the chamber 1/ likewise falls, and as this occurs a point is reached where the upward pressure of the spring '0 becomes effective to partly lift the rod .9 and thereby increase the stress of the spring L so as to cause it to counteract the effect of the air pressure on the hydrostat and thereby correct the tendency to dive below the prescribed depth. As the flask pressure gradually falls, the spring presses the rod 8 gradually up, thereby increasing the counterstress of the spring L. The parts are so proportioned that this effect continues until the air in the chamber K is heated to its maximum. after which the rod 8 remains stationary because its upper end is stopped by abutting against a cap or plug 3 closing the top of the chamber 1!. Thus the disturbing effect of the pressure of the heated air in the spring chamber is "compensated for and corrected: and the depth mechanism is enabled to ste r the torpedo at almost precisely its predetermined or prescribed depth.

In Fig. 3 is shown a refinement of the construction shown in Fig. 2. The body 1" of the device M is the same as in Fig. 2, but instead of its chamber 2(- receiving compressed air, it receives oil or other lubricant from a chamber N which intervenes between the chamber u and the tube w. Thus, the compressed air acts against the top of the lubricant in N, and its pressure is communicated through the body of lubricant and through a duct 2 leading from the bottom of N to the top of 11. For introducing lubricant, a plug 7 is provided at the top of chamber N. This construction has the advantage that the rod 8 is thoroughly lubricated, so that its free working is ensured.

Another means for carrying out the invention is shown in Figs. 4 and 5. Here the parts corresponding to Fig. 1 are given the same letters. The same counter-stress spring L is shown as in Fig. 2, and connected in the same way to the depth mechanism. The difference is in the means (replacing the device M of Fig. 2) for varying the counter-stress of this spring. This means is a cam driven at a very slow movement from the distance gear of the torpedo. For illustrating this I have shown in detail in Fig. a portion of the distance gear shown in the patent to F. M. Leavitt. No. 1,0643%), dated June 10. 1913. It will be understood that the starting lever or hook 0 (Fig. 4) controls a valve P which constitutes the vent from the starting valve a through an intervening duct a (the operation of which is explained in said Leavitt patent). The propeller shaft Q drives a reducing train, the movement of which revolves a wheel R at slow speed such that it may make one revolution or less to a complete run of the torpedo. The intervening train shown consists of a worm 10 on the shaft Q, driving a worm wheel 11 on a shaft 12 carrying a worm 13 which drives a worm wheel 1 1 which is attached or connected to the wheel R so as to drive the latter. This wheel B- may carry the usual tappet 15 or other means for stopping the torpedo at the end of a predetermined run,

although this is not essentia-lto the present invention. The wheel R is utilized to carry a cam S the function of which is to control the counter-stress of the spring L. For this purpose the cam face acts upon the hooked end of a lever T pressed against it by a spring U, and the opposite arm of which is connected to the link q of the spring L so that the leverT performs precisely the same function, with respect to the spring L, as in the case of the rod 8 in Fig. 2. The cam S may be a snail or spiral cam, or may be varied therefrom in any degree as experience may show to be best adapted to give to the lever T during the run of the torpedo such movement as to vary the counter-stress of the spring L in exactly that proportion necessary to counteract and neutralize the effect of the expansion of the air in the spring chamber K. The cam S rotates in the direction of the arrow, and is shown in Fig. 5 at near the end of the run of the torpedo.

The present invention is not limited to the two means shown for controlling the counterstress of the spring L and varying it from time to time during the course of the run of the torpedo; nor is it confined to the compensating means comprising a counterstress spring exterior to the hydrostat. Any equivalent means within the scope of the appended claims may be employed.

What I claim is:

1. In a torpedo, a hydrostat comprising a diaphragm exposed on its exterior side to hydraulic pressure, and a spring chamber and spring on its interior side. combined with means for compensating during the run of the torpedo for the variation in pressure against the diaphragm due to tem perature changes within the torpedo.

2. The combination of claim 1, such compensating means comprising means for diminishing the efi'ective pressure of the spring during the run.

3. The combination of claim 1, such compensating means comprising means for generating a variable pressure opposed to the pressure of the spring.

4. The combination of claim 1, such compensating means comprising a counter-stress spring exterior to the hydrostat, and means for varying the stress on said latter spring during the run of the torpedo.

5. The combination of claim 1, the compensating means including a connection with the torpedo propulsive means acting during the run to vary the eitect of the cornpensating means.

6. The combination of claim 1, the compensating means including a connection with the source of propulsive pressure acting as such pressure falls during the run to vary the effect of the compensating means.-

7. The combination of claim 1, the compensating means including a pressure-actuated part and a connection thereto from a variable source of pressure diminishing during the run.

8. In a torpedo, a hydrostat comprising a diaphragm and its spring and enclosing spring chamber, combined with compensating means comprising a counter-stress spring acting oppositely to said diaphragm spring, and means for varying the stress of said counter-stress spring during the run, including a movable rod connected to said last-named spring, a chamber receiving flask pressure to press the rod in one direction, and an opposing spring in said chamber.

9. The combination of claim 8, With a chamber containing lubricant intervening between said chamber and the source of pressure, whereby such pressure acts through the lubricant on said movable rod and maintains the lubrication thereof.

In witness whereof, I have hereunto signed my name.

WILLIAM DIETER. 

